8/10/2019 GetSmart NextGen Works for Business Aviation

http://slidepdf.com/reader/full/getsmart-nextgen-works-for-business-aviation 1/2

Whether it’s a large cabin

 jet, very light jet, turboprop,or piston powered aircraft,

business aviation enables

professional travelers to

conduct business throughout

the United States. Long-

range jets even span the

oceans. Because business

aviation has such a large

range of aircraft and

operational characteristics,

the modernization of the

National Airspace System(NAS) uniquely benets this

group of stakeholders.

The Next Generation Air

Transportation System

(NextGen) increases

situational awareness and

ight options. It reduces

ying time and fuel burn,

increases predictability and

airport access.

ADS-B

The FAA recently completed the installation of a

transformational NextGen program that benets

all types of aircraft. In fact, all aircraft operating in

controlled airspace will be required to use Automatic

Dependent Surveillance–Broadcast (ADS-B) Out by

Jan. 1, 2020.

 ADS-B Out enables air trafc controllers to track

aircraft with greater accuracy and reliability. ADS-B

In gives pilots of properly equipped aircraft more

information in the cockpit to enhance situational

awareness. There is also the potential for additional

NextGen Works

for Business Aviation

nextgen@faa.gov

Economic Impact • Sustainability • Flexibility • Safety May 2014

page 1 of 2

8/10/2019 GetSmart NextGen Works for Business Aviation

http://slidepdf.com/reader/full/getsmart-nextgen-works-for-business-aviation 2/2

page 2 of 2 nextgen@faa.gov

NextGen Works for Business Aviati

benets in the years ahead depending on what

applications are developed from this new capability.

 As part of its nationwide rollout of more than 600

 ADS-B ground stations, the FAA has deployed 12

ground stations on offshore oil platforms in the Gulf of

Mexico. Coupled with nine ground stations along theGulf coast, the platform stations extend ADS-B

coverage well into the Gulf, which does not have

radar coverage. This is improving air trafc control

services over the Gulf with reduced separation.

 ADS-B will also provide new exibility for climbs and

descents near other aircraft over the Atlantic and

Pacic oceans. The FAA is planning to allow maneuvering

aircraft to climb or descend while being as close as 15

nm to other aircraft. This will be possible with business

 jets using either an ADS-B In Trail procedure or ADS-C

(Contract) Climb/Descent procedure. Both capabilitiesare expected to become operational in 2016.

PBN

Performance Based Navigation (PBN) procedures

provide a wide range of new capabilities for business

aviation. In addition to providing shorter and more direct

routes, PBN procedures enable aircraft to conduct

optimized prole descents (OPD) from jet cruising

altitudes to nal approach. For maximum effect, the

FAA is targeting complex metropolitan areas with PBN

procedures. These Metroplexes include multiple airportsof dramatically different sizes used by a variety of aircraft.

In Denver, Standard Terminal Arrival (STAR) procedures

were designed specically for business jets to operate

high above Denver International Airport’s airline traf -

c. These NextGen procedures allow business jets to

descend on an OPD into Centennial Airport and Rocky

Mountain Metropolitan Airport while staying well clear

of airliners. In the past business jets often ew below

airline trafc and could be caught in convective or

mountain wave turbulence, which made the rideuncomfortable for passengers.

 As of April 2014, the FAA has published 438 Area

Navigation (RNAV) Standard Instrument Departures

(SIDs) and 251 RNAV STARs in the NAS. In addition,

the agency has published 114 high altitude Q Routes

and 99 lower altitude T Routes.

RNAV (GPS)

Business jets and turboprops equipped with the

Wide Area Augmentation System (WAAS) and

display capability can y a new type of precision

approach using satellite positioning. This equipment

enables equipped aircraft to y RNAV (GPS)approach procedures to Localizer Performance

with Vertical Guidance (LPV) minima with decision

altitudes as low as 200 feet. This is equivalent to

the minimums of a Category 1 Instrument Landing

System (ILS) approach. Most new business jets are

rolling off the production line with WAAS already

installed, and supplemental type certicates are

available for nearly every model of aircraft.

 As of April 2014, there were 3,402 WAAS LPV

approach procedures serving 1,675 U.S. airports.Many of these are at airports that have no ILS

approach. Currently, there are also 538 Localizer

Performance (LP) approach procedures in the United

States serving 392 airports. An approach with LP

minima is similar to non-precision approach capability

such as an ILS with localizer only.

ELVO

The FAA is making it possible for business jets and

turboprops to land in lower visibility at little or no added

cost using avionics already installed. Many business jets are equipped with Head Up Displays (HUD),

which means they can take advantage of hundreds

of Instrument Landing System procedures with

new capabilities.

ILS approaches can be own safely in lower visibility

than previously thought or with much less expensive

runway lighting systems. Inexpensive lighting means

more airports can take advantage of this new capability.

NextGen now funds the Enhanced Low Visibility

Operations (ELVO) program. Under ELVO, departurescan be to as low as 500 feet versus the current 1,600

feet capability at many airports, clearly providing an

operational advantage. Aircraft equipped with a HUD or a

ight director or an autopilot can also y several hundred

Category 1 ILS approaches with just 1,800 RVR instead

of 2,400 with reduced lighting requirements.